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83 CHAPTER 2âTRAINING Please share the reasons why your airport chose these initial training methods. APPENDIX G Open-Ended Responses by Airports We have limited resources and we use what we can. We also like to change the training routine in order to keep it interesting. They have proven reliable over a period of time and they are implementable at a relatively low cost. After their initial training, the new employee continues their training by going on ride alongs with senior ops personnel before they are signed off and conduct the tests alone. KISS method Cost is low Cost effective and has proven to work over a period of time. These are the most effective methods that we find to adequately train operations personnel. Good specific training for our airport. Cost of interactive training is prohibitive and of limited value in teaching self-inspection. Hands-on or on-the-job training has proven most effective. To cover everything. Cheap, easy and effective. We use computer based training (CBT) reinforced with on-the-job training. CBT provides quality control and allows a large number of employee to complete the training annually. Have proven effective in past. Cost factors The above is a place to start. On the job training validates whether or not an employee understands what is going on. Shift manager hires from within. Cross blend of learning methods. We will utilize all subject matter and materials available locally and on the internet to aid in initial training. We want to ensure training curriculum is qualitative, accurate and up to date so we also will use AAAE and ANTN programs and videos, FAA brochures, training materials & tests to supplement airport specific training, procedures and compliance requirements. By using several different methods of training, we find it is more informative. Encourage Basic and Advanced ASOS. We believe a combination of different types of training works best. Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed.
84 Please share the reasons why your airport chose these recurrent training methods. for a large number of Airport employees. Actually, recurrent training is provided in a classroom setting. Proven effective in past. Ease of tracking and reduced staffing requirements. Validating whether or not all has been retained. Comprehensive Cross blend of learning methods. We will utilize all subject matter and materials available locally and on the internet to aid in training. We want to ensure training curriculum is qualitative, accurate and up to date so we also will use AAAE and ANTN programs and videos, FAA brochures, training materials & tests to supplement airport specific training, procedures and compliance requirements. Same as new employees. One conference per year. These methods have proven reliable over time. We feel that once the person has proven him or herself we are comfortable with investing a little more in the employee and will send them to training or a conference off site. Annually we take a test combined with a video to comply with 139. Costs Cost effective and has proven effective over time. We try to send employees to the AAAE Advanced ASOS course after about one year of employment. Good specific training for our airport. Keep it new if at all possible. Make sure we cover what is required. Cheap, easy and effective. Computer based training allows the Operations department to conduct recurrent training Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed. CHAPTER 3âINSPECTING Please share the reasons why your airport chose these various inspection methods. We have small certificated airports where the staff does everything. Hence, self- inspection methods are completed as is practical for that day. When inspections are done in teams, what I mean is that an individual may take input from another in completing the self-inspection. It has resulted in a proven success rate over time. Our Airport Certification Manual states we will perform 3 inspections per day. Seldom does more than one person do the runway inspection. Two people will go when staff permits, necessary to maintain safety or for training. Rarely do we walk the runways. We have a small staff and inspections can be accomplished in a more timely manner this way. We use all the tools possible. The state owns only one airport. It's a small, paved, non-attended airport. It's a very simple airport to inspect. At our airport, self-inspection of the airfield is responsibility of Airport Operations Department. Depending on manpower, the inspection is conducted by either one individual or a team of two. The only effective way to inspect a facility of our size is via vehicle.
85 Most inspections are performed from a vehicle. They are effective and, most importantly, satisfy the criteria of part 139. So that anyone who is driving on the airfield will know when items need to be corrected. Vehicle inspection used for efficiency. Team approach while in vehicle to aid in ability to spot issues. Walks are done periodically to add a more thorough aspect. Practicality. All we have at our disposal at this time. Staffing considerations and sheer size of the task. It was the way I was taught 30 years ago. Itâs the way I teach all my rookies. Our self-inspections are performed during dark hours. Less traffic and all of the lighting can be inspected. The reason is that there are 8000+ acres of areas to be inspected. That includes runways, taxiways, taxi lanes, ramps, gates, etc. Each shift inspects different areas at different times. Also when bird strikes are reported or noticed, when an incursion occurs, and when abnormal circumstances are viewed or reported. Multiple people will see more objects and discrepancies than one. Broadest coverage for significant volume or body of work, redundancy, etc. Best overall coverage of the airfield. While one person is designated each shift to ensure required daily inspections are conducted, we utilize two individuals/vehicles to inspect our main air carrier runway. Two sets of eyes ensure the entire runway surface is visually inspected. We also walk safety areas when runways are closed to thoroughly inspect areas that may otherwise be missed when driving in a vehicle. We also will split areas of the airfield into units and assign individuals to concentrate on markings, lighting, pavement, safety areas, etc., to ensure a thorough inspection is conducted. Public Safety does our inspections. For security and safety, they are 24 hour with several inspections It is what works best for us. 3 times each day before first flight, evening, and noon We have a limited number of employees and need to use a vehicle to get the self-inspection completed in a timely manner. There are several items that are inspected at regularly scheduled and spontaneous times -- therefore, the difference in methods. Everything must be checked from multiple angles to insure compliance. Our airport has 3 runways around 10,000 ft. and associated taxiways. Using a vehicle to inspect these surfaces is the most practical method. Over time these methods have proven useful and we have a good track record. Each shift performs portions of the inspection. A variety of inspection methods are used depending on the area of assessment. Inspections are done twice a day by the Airport Duty Manager who is responsible for the inspection. 35 years of experience says this is the way to do it. Size of the facility and available resources. Required. Made the most sense, accomplished the task and meets regulatory requirements. Part 139 self-inspections are a team effort. Operations personnel complete a portion of the inspection during each operational period (day, swing and midnight). Dividing the daily self-inspection over multiple shifts ensures all areas are inspected by multiple individuals. If an issue is missed by one inspector it is likely to be caught by the next. Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed.
86 Please share the reasons why your airport chose these various inspection techniques. Enables a more complete inspection. Use of the AC and to avoid complacency. I tend to inspect in a fixed pattern and only drive in both directions if I'm doing a special detailed inspection, which is not that often. Inspections during the night rarely happen. The state owns only one airport. It's a small, paved, non-attended airport. It's a very simple airport to inspect. Inspect during the night for airport beacon, runway lighting. Each duty operations manager has a choice on how he or she inspects the airfield; thus, pattern would be different from one individual to the next. Each is required to inspect all areas of the AOA and a varied approach works best by seeing the pavement in different directions. Runway inspections are toward the direction of landing traffic, as specified in the letter of agreement with the FAA, for safety reasons. We inspect runways toward the direction of landing traffic for safety reasons. We work with ATCT to provide the best inspections without interrupting air traffic. Because of the various types of equipment, including signs and in-pavement lighting, inspection from both directions is necessary to ensure equipment is working properly. You get to see both sides of the signs this way. You get to see the possible landing traffic. Flexibility. Operations personnel inspect all runway and taxiways as part of the daily inspection. The frequency of aircraft operations often determines the direction of travel during an inspection. Lighting inspections are often performed in the direction of landing traffic to facilitate the inspection of runway lights (i.e., TDZs, PAPIs). During peak periods, a single pass is performed. During early morning hours it is possible to perform multiple passes on a runway. They are effective and, most importantly, satisfy the criteria of part 139. Inspections vary every day. They vary in the route driven, the inspector, and possibly the time of the day the inspections are conducted. To vary the inspection and to keep standards of inspection. This method allows us to see items that may otherwise get overlooked. While the routine procedure is to follow a relatively set pattern, this approach is varied depending on traffic, availability of the airfield and starting point of the inspection. The runways are inspected during the day in one direction only (with traffic or against) unless there is cause for a more detailed inspection- such as a pilot report of something on the runway and we must make several passes to find it. At night, the runways are inspected with three sweeps. This is possible because of lighter traffic. Also, the layout of our movement areas makes it practical to conduct two sweeps on one of our widest taxiways. Much easier to teach rookies by routine and less likely to miss anything, but that is my opinion. Old habits. We are the eyes and ears of the airport and strive to provide a safe airport. The reasons are air traffic flows, availability of areas to be inspected, etc. Special daylight inspections are coordinated with ATCT on a weekly basis Consistency. To cover all areas under varied conditions and not miss or lose sight of smaller less observant elements. Also, while runway inspections in landing direction are good safety practice, they are not specific to our method or routine for inspection. I have five airports with five airport managers. They all use the same checklist but have different techniques on how they inspect. For the most part, they follow their own fixed inspection pattern and they do the checks before the passenger jet arrives. Due to our northern latitude, night inspections are done less often in the summer and more often in the winter. In the summer, lights are checked by day. We inspect toward the direction of landing aircraft for safety reasons. Typically we inspect in the direction of landing traffic although we may go against traffic. Because many individuals do the inspections, the pattern varies and many of us vary our own pattern to avoid complacency. Day and night inspections are required.
87 Please share the reasons why your airport chose these various types of equipment/tools. We always attempt to stick to a fixed pattern to ensure all pavement and safety areas are inspected. If/when an inspection is interrupted, we know what was completed and where we need to start it back up. For runway safety, we always conduct runway inspections towards landing traffic, except after an emergency landing. We follow behind any landing aircraft that has declared an emergency to inspect the runway for FOD or other contaminants. We inspect taxiway full strength and shoulders (paved and unpaved) which requires driving both sides full length. To provide full inspection. Because of the width of our runway, we make 3 passes each way including safety areas. Night inspections, we make 2 passes each way. Works well in coordination with tower--before first flight, midday and at night. Four during the day, one at night. We inspect into landing traffic as much as possible, but not always. This depends upon time. According to need and regulations. Everything must be checked from multiple angles to ensure compliance. Our inspection techniques are varied due to the volume of air traffic during inspection. Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed. Our airports are small and it is not always practical to invest in state of the art technology. We do use infrared surface condition temperature sensors as part of our snow and ice control program. It has resulted in a proven success rate over time. We determined that based on the frequency of operations, frequent friction testing was required. We use the paper self-inspection checklist. A friction tester is used every month to measure rubber build up. KISS method. Equipment is based on money. I'm sure the airports with more money probably have the capability to spend more on inspection equipment. We don't have a lot of money to spend. The state owns only one airport. It's a small, paved, non-attended airport. It's a very simple airport to inspect. As stated earlier, vehicles must be used for efficiency reasons. Friction is done twice a year to measure rubber build up and the removal process. For documentation purposes, we still find the paper checklist as the most useable; however as mentioned, we are looking to incorporate self-inspection process with a GIS capable Tablet. Over time these methods have proven useful and we have a good track record. We recently added a friction tester to our inventory when we realized that the number of operations constituted the need for more frequent friction tests. We try to use the appropriate tools for the inspection at hand. Useable by all Airport Duty Managers, tracking and record keeping. Cost/benefit of electronic equipment does not pencil out for a facility our size. Easy to print out self-inspections. Two forms- electronic and paper for FAA inspection. Made the most sense, accomplished the task and meets regulatory requirements. Operations personnel currently use a paper self-inspection checklist. The checklist contains a map with gridlines. These tools allow us to effectively document our findings during a self-inspection. Friction testing equipment is necessary to gauge the slickness of the runway during the winter months. The self-inspection checklist that we utilize includes an airport diagram which allows us to pinpoint a discrepancy on the diagram and allow the Field Maintenance Department to correct the discrepancy. Our inspection information is recorded in a computer-based log program. We print the form from the previously completed inspection to use as a guide and to note any changes. We also keep airport diagrams in vehicles to note any specific areas, and then we transfer the information to the computer based log system once back in the office. Each operations employee is provided with a blackberry to enhance the recording of information. A grip tester is used to develop Mu readings. The other is all that we have available to us. Itâs what we have in place. Technology is on its way. They were tools we thought might help at the time. We use ground and air temperature sensors and a GRT during winter ops. The GRT records all test runs and eliminates any human interpretation.
88 Friction tests are regulatory. Vehicles are due to length of runways, taxiways, ramps. Currently use paper inspections and are switching to computer mounted in vehicles. Improved accuracy and record keeping. Funding and regulatory requirements. We will use any equipment and material available to aid our staff in conducting inspections thoroughly and safely. We want to provide any tools they need to identify, mitigate, minimize and/or eliminate hazards on the airfield. With only one runway, this is sufficient for our operation. Easiest, not fancy. Simple. Simple. We don't have enough in our budget and the personnel that conduct self-inspections have many other things on their plate and paper seems to work fastest. We are moving toward a GPS/vehicle mounted device. Imagery is contracted periodically. The PDA and camera are used to document discrepancies to create work requests. The checklist used when opening or closing area for construction. Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed. CHAPTER 4âREPORTING DISCREPANCIES AND FINDINGS CFR Part 139.327 requires âprocedures, facilities, and equipment for reliable and rapid dissemination of information between the certificate holderâs personnel and air carriers.â Please explain how this is accomplished at your airport. We still have FSS's here and we issue NOTAMS. If the discrepancy is long term, we ask the FAA to make a change in the 5010. NOTAM issuance procedures include fax, telephone, and email. We have a direct phone line to all the tenants at the airport. If we have a message to relay to them, we can do it in one call. We are also able to send a fax to all the tenants in one group. Web site and e-notam. NOTAMS are fax and emailed. Phone calls are made and face to face conversations are conducted if warranted. Fax blasting advisories out to tenants. Varies per airport. Via fax and e-mail distribution. We use a combination of phone, fax and email. Field condition reports and other important information (i.e. NOTAMS) are distributed by email to all air carriers, contractors, air traffic control, and other interested parties. E-Notams, our Website, and hard copies delivered. We have a network broadcast fax system. The Operations staff communicates with air carrier personnel via OpsNet software. OpsNet is used for issuing NOTAMs and communicating information about the Airport's status to air carrier personnel. Air carrier personnel have access to OpsNet via the internet and email updates which are automatically sent out as Airport conditions change. Call down lists, NOTAMs, and construction notices/operations notices. Through email, fax, hotline recording, and person to person hand delivered notifications. IROPS web site. Reports from airport personnel to our FSS is passed on by radio and read back for validity. FSS then disseminates the information. Electronic information reporting system PASSUR High Speed Notification System "Communicator.â Web-based secure internet 24 x 7 field condition reporting application "PASSUR Ops net." Electronic delivery. Proprietary Program with email and fax dissemination capability. Unsatisfactory conditions that cannot be promptly corrected by our maintenance department shall be identified and disseminated by NOTAM in accordance with 139.339 Airport Condition Reporting. NOTAMs will be filed through the Lockheed Martin FSS and faxed to all affected tenants. A Code Red paging and telephone alerting system can also be utilized if a situation or condition has an immediate negative impact to the operations of the airport.
89 Phone calls, fax, E-NOTAM, ATCT. NOTAMS. Fax out when conditions change. Sent by fax, to tower. NOTAM is faxed and emailed. Email internal and fax outside, as well as hotline to listen to NOTAMS I fax all my info to air carriers and FBOs. I now have a fax that can handle multiple numbers at once this is done electronically from my computer. We use Flight Information Display System to provide NOTAMs to air carriers. We also use FAX to provide the same information. Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed. FAR Part 139.327 also requires âa reporting system to ensure prompt correction of unsafe airport conditions noted during the inspection.â Please explain how this is accomplished at your airport. We utilize a work order system. If the condition poses an immediate hazard to aircraft, we contact airport maintenance via phone and have them respond accordingly. This is a judgment call made by self-inspectors. We have a computerized work order system. As soon as we notice a discrepancy, we submit an electronic work order and note the urgency of the problem. If necessary, we also issue a NOTAM. Electronic work order database. Written work requests to Job Control. Varies per airport. Maintenance work order system. Work order can be issued by radio, telephone or e-mail. Work order status is communicated back via same methods depending on severity of issue. Emergency repairs are reported directly to maintenance; other 139 issues are reported to the Control Center, entered in to our reporting system then forwarded to the proper maintenance unit. Part 139 issues are resolved with real-time coordination with the airport's in-house maintenance department. A written work order system is use to track issues and resolve them. Either correct the issue immediately or NOTAM the item. Discrepancies are electronically distributed to the appropriate parties and then tracked in an Excel spreadsheet. The Operations staff enters discrepancies into a maintenance service order system which is used to notify Airport Facilities of unsafe conditions. Airport Facilities works with Operations to make repairs. Computer based log system with capabilities to enter work orders, have them screened, and have them closed out when corrections are made. Computerized Airport Log System (CALS). Eagle integrated systems electronic checklist system and work order system. Same application as above linked to in-house maintenance management (work order) application and tracking. Immediate notification and correction (via radio). Proprietary Program with email and fax dissemination of Maintenance requests. Any unsatisfactory conditions noted during an inspection will be recorded on the airport's approved inspection checklist. A phone call is made to the on-duty Airfield Maintenance staff for unsatisfactory conditions requiring action to be taken, and a follow-up e-mail is completed and routed to the Airfield Maintenance staff (and copied to the Airside Operations staff). Maintenance Order based on seriousness of the condition. High priority conditions are repaired immediately Daily inspector has authority to have crew fix any problems immediately. Phone call to maintenance, depending on severity-pick up radio or work order Immediate--contact airfield maintenance over radio. For routine, reported on airfield inspection form, and once entered, it sends to AFM supervisor. If urgent, we radio maintenance. Back at office, we issue a work order. We use a work request system to correct discrepancies. Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed.
90 CHAPTER 5âFOLLOW-UP AND CLOSE-OUT In what manner are items reported on the self-inspection properly closed out? There is a column in the Airport Self Inspection Report where we log the date and time that the discrepancy was closed out. Where applicable, NOTAMs are closed. The discrepancy is tied to a work order number and the work order identifies the time and date the discrepancy was corrected Electronic work order system tells us if it's complete. We then verify on the next inspection to ensure it has been completed. If not, we make a phone call and submit a secondary work order. Notation of NOTAM log DSI's and work orders are attached once a work item is closed out. There probably isn't any follow up other than the person who writes up the discrepancy is the one who is fixing the discrepancy. Items on the self-inspection checklist will correlate with a work order. Airport maintenance closes out the work order when the item is complete. The work order is not deleted but its status is changed from pending to complete. Varies per airport. When notification to operations manager that problem is resolved and that operations manager confirms item is closed. When it has been signed off by Operations Sign off is required by the maintenance superintendent and operations supervisor. Work order and initials by the Supervisor that verified the item was in fact corrected/fixed. Electronic, voice or personal notification that the discrepancy has been fixed. Maintenance service orders are printed and reviewed periodically. It is the responsibility of the inspector (Operations employee) to insure items are closed out. After Operations personnel inspect the correction and authorize the maintenance supervisor to electronically close the work order. In CALS by Ops supervisor Marked when back in service. Systems allow person originated to inspect and close out. Work orders issued are immediately acknowledged as received. The assigning of work to proper trades and tracking (updates) are all recorded on subsequent notes to original work order. There is an escalation process in place for 24, 48 hr, weekly and longer term resolution. Then inspection by trades supervisor and electronic note to operations personnel with final inspection by Ops staff duty mgr. Electronic work order system with physical verification. By reporting parties manual closure after inspection. As our maintenance fixes/repairs the reported unsatisfactory condition they will notify Airside Operations via phone, two way radio, or by email from our maintenance department. We also will field verify during routine surveillance throughout the course of the day. Identified on the self-inspection sheet and work orders with Operations Manager. Supervisor signs off when work is complete and inspected. Verbally tell us. Paper sheet completed once closed out. Log in and see if closed-web based. Can log in and see the status. They are initialed on the original inspection sheet once they are taken care of. Items are closed out via electronic work order request system. Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed.
91 At what point is an issue (discrepancy) considered closed out? When the discrepancy is fixed. When the work order is closed and the discrepancy is resolved. After it has been visually inspected. When it is resolved to the safest condition possible without major overhaul. When the DSI and work order are attached. When it is corrected and no longer a discrepancy. Varies per airport. When verified that work is complete. Once operations personnel have verified completion of the work order. When the Operations Supervisor verifies that the item has been corrected/fixed. When it is no longer a discrepancy. An issue is considered closed-out after the required correction has been made and the inspector has re-inspected the area to ensure compliance. When it is corrected. After Operations personnel have given authorization for the close out. When closed out in CALS by an OPS Supervisor. When the unsafe condition has been resolved. When re-inspected. NOTAM or Work Order canceled or actually closed out in database. When it meets standards When the work is completed or deemed unnecessary. When the reported condition is corrected and compliant with the required 139 standards. Operations Manager signs off on the close out When it is fixed so it meets 139 mandates Check system for close-outs. When it is completed. When the work has been completed.
92 CHAPTER 6âQUALITY CONTROL How does your airport ensure quality control concerning the self-inspection process (to include training, inspecting, and documenting)? Inspection reports are maintained. Crews are briefed on discrepancies. We include training and sometimes the personnel check each other's quality of inspection. Sometimes the FAA humbles us. If complacency exists, it will be addressed in employee reviews. We encourage self-inspectors to take ownership and get them to buy into maintaining the airport's track record of positive FAA reviews. With so many of us conducting the inspections, we are able to ensure things have not been overlooked. Ops Supervisors are assigned to review/check certain assigned months. Quality control is the airport manager's responsibility. Audits, training, management oversight, and awareness. By periodic audits and supervision. Training and oversight. Quality control is achieved by communication between all parties, verifying quality and auditing reports to help identify areas that need improvement. Training is documented in accordance with Part 139 requirements. All Part 139 work orders are retained by the operations department for review and recordkeeping. Training, inspecting, and documenting. The manager audits the airfield for discrepancies. Daily review of the inspections. Daily monitoring of actions taken. Sufficient time to debrief the next shift. Ops manager goes out and rides along. Management oversight and coordination, auditing, redundant reviews. Routine audit (monthly). Training, inspecting, documenting. By conducting weekly/monthly audits to ensure nothing falls through the cracks or is overlooked or omitted. The airside 139 qualified officers are also given individual "ownership" responsibilities pertaining to sections of 139. These individuals will coordinate with Airside Supervisors and the Manager to ensure inspection follow-up and closure is completed, the training program is up to date and documentation is 139 compliant, 365 / 24-7 Through annual training, schools, classes. Follow up by Airfield Maintenance Supervisor. Training. The airport manager reviews the inspection sheets on occasion. Documenting training and inspection reports. Note: Comments are verbatim with the exception of spelling/grammatical corrections and airport identifiers removed.
